U.S. patent number 11,198,354 [Application Number 16/623,737] was granted by the patent office on 2021-12-14 for hybrid power system having cvt.
This patent grant is currently assigned to Schaeffler Technologies AG & Co. KG. The grantee listed for this patent is Schaeffler Technologies AG & Co. KG. Invention is credited to Yingjie Chen, Chenfei Dong, Hongxi Zhang.
United States Patent |
11,198,354 |
Zhang , et al. |
December 14, 2021 |
Hybrid power system having CVT
Abstract
A hybrid power system includes a CVT, an internal combustion
engine, an electric motor, a clutch, and a synchronization
apparatus. The CVT has a CVT input shaft and a CVT output shaft.
The internal combustion engine has an internal combustion engine
output shaft and the electric motor has an electric motor shaft.
The clutch is provided between the internal combustion engine and
the CVT. The synchronization apparatus is provided between the
internal combustion engine and the electric motor. The clutch and
the synchronization apparatus can be adjusted to connect the
internal combustion engine output shaft to the electric motor shaft
via the CVT, and connect the internal combustion engine output
shaft to the electric motor shaft without the CVT. In an example
embodiment, the synchronization apparatus includes a first
synchronizer between the internal combustion engine and the CVT,
and a second synchronizer between the CVT and the electric
motor.
Inventors: |
Zhang; Hongxi (Shanghai,
CN), Dong; Chenfei (Shanghai, CN), Chen;
Yingjie (Jiangsu, CN) |
Applicant: |
Name |
City |
State |
Country |
Type |
Schaeffler Technologies AG & Co. KG |
Herzogenaurach |
N/A |
DE |
|
|
Assignee: |
Schaeffler Technologies AG &
Co. KG (Herzogenaurach, DE)
|
Family
ID: |
64736849 |
Appl.
No.: |
16/623,737 |
Filed: |
June 11, 2018 |
PCT
Filed: |
June 11, 2018 |
PCT No.: |
PCT/CN2018/090672 |
371(c)(1),(2),(4) Date: |
December 17, 2019 |
PCT
Pub. No.: |
WO2018/233507 |
PCT
Pub. Date: |
December 27, 2018 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20200122562 A1 |
Apr 23, 2020 |
|
Foreign Application Priority Data
|
|
|
|
|
Jun 20, 2017 [CN] |
|
|
201710470132.4 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K
6/547 (20130101); F16H 9/02 (20130101); B60K
6/36 (20130101); B60K 6/442 (20130101); B60K
6/48 (20130101); B60K 6/387 (20130101); B60K
6/26 (20130101); B60K 6/543 (20130101); B60W
10/113 (20130101); B60K 2006/4808 (20130101); Y02T
10/62 (20130101); B60K 2006/268 (20130101) |
Current International
Class: |
B60K
6/543 (20071001); B60K 6/26 (20071001); B60K
6/36 (20071001); B60K 6/442 (20071001) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
|
2848617 |
|
Dec 2006 |
|
CN |
|
101495338 |
|
Jul 2009 |
|
CN |
|
102910066 |
|
Feb 2013 |
|
CN |
|
103640464 |
|
Mar 2014 |
|
CN |
|
105916717 |
|
Aug 2016 |
|
CN |
|
106143105 |
|
Nov 2016 |
|
CN |
|
2009036231 |
|
Feb 2009 |
|
JP |
|
Primary Examiner: Restifo; Jeffrey J
Claims
The invention claimed is:
1. A hybrid power system comprising: a CVT comprising a CVT input
shaft and a CVT output shaft; an internal combustion engine
comprising an internal combustion engine output shaft; an electric
motor comprising an electric motor shaft; a clutch provided between
the internal combustion engine and the CVT; and a synchronization
apparatus provided between the internal combustion engine and the
electric motor, wherein: the clutch and the synchronization
apparatus can be adjusted to connect the internal combustion engine
output shaft to the electric motor shaft via the CVT and connect
the internal combustion engine output shaft to the electric motor
shaft without the CVT; the synchronization apparatus comprises a
first synchronizer provided between the internal combustion engine
and the CVT and a second synchronizer provided between the CVT and
the electric motor; and the first synchronizer is switchable
between a first synchronizer closed state in which the internal
combustion engine output shaft is connected to the electric motor
shaft, and a first synchronizer open state in which the internal
combustion engine output shaft is disconnected from the electric
motor shaft; or the second synchronizer is switchable between a
second synchronizer closed state in which the CVT output shaft is
connected to the electric motor shaft, and a second synchronizer
open state in which the CVT output shaft is disconnected from the
electric motor shaft.
2. The hybrid power system of claim 1, wherein, when: the clutch is
put into a clutch open state; the first synchronizer is in the
first synchronizer open state; and the second synchronizer is in
the second synchronizer open state, then the internal combustion
engine and the CVT are both disabled, so that the hybrid power
system can operate in a pure electric motor drive mode or an energy
recovery mode.
3. The hybrid power system of claim 1, further comprising: a first
connection apparatus connected between the first synchronizer and
the electric motor shaft for connecting the internal combustion
engine output shaft to the electric motor shaft; or a second
connection apparatus connected between the second synchronizer and
the electric motor shaft for connecting the CVT output shaft to the
electric motor shaft.
4. The hybrid power system of claim 1, further comprising a
differential connected to the electric motor shaft by a gear
set.
5. A hybrid power system comprising: a CVT comprising a CVT input
shaft and a CVT output shaft; an internal combustion engine
comprising an internal combustion engine output shaft; an electric
motor comprising an electric motor shaft; a clutch provided between
the internal combustion engine and the CVT; and a synchronization
apparatus provided between the internal combustion engine and the
electric motor, wherein: the clutch and the synchronization
apparatus can be adjusted to connect the internal combustion engine
output shaft to the electric motor shaft via the CVT and connect
the internal combustion engine output shaft to the electric motor
shaft without the CVT; the synchronization apparatus comprises a
first synchronizer provided between the internal combustion engine
and the CVT and a second synchronizer provided between the CVT and
the electric motor; and when: the clutch is closed or put into a
frictional sliding state, the first synchronizer is in a first
synchronizer open state, and the second synchronizer is in a second
synchronizer closed state, then: the internal combustion engine
output shaft is connected to the CVT input shaft; the CVT output
shaft is connected to the electric motor shaft; and the internal
combustion engine output shaft is connected to the electric motor
shaft via the CVT.
6. The hybrid power system of claim 5, wherein, if the electric
motor has not been started, then the hybrid power system outputs a
driving force from the internal combustion engine via the CVT,
thereby operating in a pure internal combustion engine drive
mode.
7. The hybrid power system of claim 5, wherein, if the electric
motor is started when the internal combustion engine is operating,
then the hybrid power system outputs a driving force from the
internal combustion engine and the electric motor via the CVT,
thereby operating in a hybrid power mode.
8. The hybrid power system of claim 7, wherein the electric motor
can adjust an operating point of the internal combustion engine in
the hybrid power mode.
9. The hybrid power system as claimed in claim 5, wherein, if the
electric motor starts and outputs a driving force, then the
electric motor can be made to start the internal combustion engine,
so as to operate in a start/stop mode.
10. A hybrid power system comprising: a CVT comprising a CVT input
shaft and a CVT output shaft; an internal combustion engine
comprising an internal combustion engine output shaft; an electric
motor comprising an electric motor shaft; a clutch provided between
the internal combustion engine and the CVT; and a synchronization
apparatus provided between the internal combustion engine and the
electric motor, wherein: the clutch and the synchronization
apparatus can be adjusted to connect the internal combustion engine
output shaft to the electric motor shaft via the CVT, and connect
the internal combustion engine output shaft to the electric motor
shaft without the CVT; the synchronization apparatus comprises a
first synchronizer provided between the internal combustion engine
and the CVT, and a second synchronizer provided between the CVT and
the electric motor; and when: the clutch is opened, the first
synchronizer is in a first synchronizer closed state, and the
second synchronizer is in a second synchronizer open state, then:
the internal combustion engine output shaft is connected to the
electric motor shaft without the CVT.
11. The hybrid power system of claim 10, wherein, if the electric
motor has not been started, the hybrid power system outputs a
driving force from the internal combustion engine without the CVT,
thereby operating in a pure internal combustion engine drive
mode.
12. The hybrid power system of claim 10, wherein, if the electric
motor is started when the internal combustion engine is operating,
the hybrid power system outputs a driving force from the internal
combustion engine and the electric motor via the CVT, thereby
operating in a hybrid power mode.
13. The hybrid power system of claim 10, wherein, when the hybrid
power system is stationary: if the electric motor shaft turns the
internal combustion engine output shaft, then the hybrid power
system operates in a start/stop mode; or if the internal combustion
engine output shaft turns the electric motor shaft, then the hybrid
power system runs in a charging mode.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is the United States National Phase of PCT Appln.
No. PCT/CN2018/090672 filed Jun. 11, 2018, which claims priority to
Chinese Application No. 201710470132.4 filed Jun. 20, 2017, the
entire disclosures of which are incorporated by reference
herein.
TECHNICAL FIELD
The present disclosure relates to a hybrid power system having a
CVT, wherein the hybrid power system also has an internal
combustion engine, an electric motor, and a clutch provided between
the internal combustion engine and the CVT.
BACKGROUND
Energy conservation and environmental protection are two major
themes in the development of motor vehicle technology at present,
so continuously variable transmissions (CVT) and hybrid power
systems, which have greater fuel efficiency and are more
environmentally friendly, have found widespread application, and
have developed rapidly in the course of industrialization.
Hybrid power systems generally comprise two drive
apparatuses--namely an internal combustion engine (ICE) and an
electric motor (E-motor)--and can switch smoothly between these two
drive apparatuses. In the prior art, the mode switching is
generally realized by an electromagnetic clutch, but this apparatus
has a complex structure and a high manufacturing cost. Patent
document CN 106143105 A describes a method for realizing drive mode
switching in a hybrid power system by means of a synchronizer, such
that the internal combustion engine and the electric motor can both
operate in a high-efficiency interval.
A CVT gearbox can select the most appropriate transmission ratio
rationally according to the internal combustion engine's operating
condition, enabling the vehicle to achieve excellent fuel economy
at all vehicle speeds; furthermore, a CVT has a simple overall
structure and a smaller volume, due to the absence of structures
such as complex planetary gears of an automatic gearbox. However, a
CVT has low mechanical efficiency, and due to the use of a chain
(or a belt, etc.) for transmission, the maximum torque which can be
supported is rather low. Thus, in the prior art, a "transfer
apparatus" is used to solve this problem; when the internal
combustion engine is outputting a large torque (e.g. when the
rotation speed is high), the "transfer apparatus" causes the output
power of the internal combustion engine to be outputted to the
hybrid power system directly without passing through the CVT. The
"transfer apparatuses" used at the present time all have very
complex structures, and are not suitable for application in hybrid
power systems.
SUMMARY
Example aspects broadly comprise a hybrid power system having a
CVT, wherein the hybrid power system has a synchronization
apparatus provided between an internal combustion engine and an
electric motor, and the hybrid power system can be switched between
the following states by means of the synchronization apparatus and
a clutch provided between the internal combustion engine and the
CVT: a state in which an output shaft of the internal combustion
engine is connected to an electric motor shaft via the CVT, and a
state in which the output shaft of the internal combustion engine
is connected to the electric motor shaft but not via the CVT.
According to the present disclosure, the CVT can be simply disabled
when necessary by means of the clutch and the synchronization
apparatus alone; at the same time, it is only necessary to
open/close the synchronization apparatus and the clutch in order to
switch between a pure internal combustion engine drive mode, a pure
electric motor drive mode, a hybrid power mode, an internal
combustion engine start/stop mode, a charging mode and an energy
recovery mode. This hybrid power system has a simple structure,
reducing manufacturing costs, and increasing system efficiency.
According to an embodiment of the present disclosure, the
synchronization apparatus comprises a first synchronizer provided
between the internal combustion engine and the CVT, and a second
synchronizer provided between the CVT and the electric motor.
According to an embodiment of the present disclosure, the first
synchronizer can switch between a closed state in which the output
shaft of the internal combustion engine is connected to the
electric motor shaft, and an open state in which the output shaft
of the internal combustion engine is disconnected from the electric
motor shaft; the second synchronizer can switch between a closed
state in which an output shaft of the CVT is connected to the
electric motor shaft, and an open state in which the output shaft
of the CVT is disconnected from the electric motor shaft.
Thus, through cooperative switching of the first synchronizer, the
second synchronizer and the clutch, the hybrid power system can be
made to run in different drive modes. When necessary, it is
possible to disable the CVT and connect the output shaft of the
internal combustion engine to the electric motor shaft.
According to another embodiment of the present disclosure, the
synchronization apparatus further comprises: a first connection
apparatus connected between the first synchronizer and the electric
motor shaft to help connect the output shaft of the internal
combustion engine to the electric motor shaft, and/or a second
connection apparatus connected between the second synchronizer and
the electric motor shaft to help connect the output shaft of the
CVT to the electric motor shaft. The connection apparatus is, for
example, a gear connection apparatus.
According to an embodiment of the present disclosure, when the
clutch is in a closed or frictional sliding state, the first
synchronizer is in an open state and the second synchronizer is in
a closed state, the output shaft of the internal combustion engine
is connected to an input shaft of the CVT, and the output shaft of
the CVT is connected to the electric motor shaft, so that the
hybrid power system is in the state in which the output shaft of
the internal combustion engine is connected to the electric motor
shaft via the CVT, i.e. the CVT is connected into the system.
In such a connection situation, if the electric motor has not been
started, then the system relies only on the internal combustion
engine to drive the vehicle via the CVT, so that the vehicle runs
in the pure internal combustion engine drive mode. This mode is
comparatively suited to a state of the vehicle when it has just
been started by the internal combustion engine or is running at low
speed; in this connection situation, if the hybrid power system
starts the electric motor when being driven by the internal
combustion engine, then the hybrid power system will subsequently
output a driving force by means of the internal combustion engine
and the electric motor via the CVT, thereby operating in the hybrid
power mode. In this hybrid power mode, the electric motor can
adjust an operating point of the internal combustion engine via the
CVT, so that the internal combustion engine operates in a
higher-efficiency interval; in this connection situation, if the
electric motor starts and outputs a driving force, then the
electric motor can be made to start the internal combustion engine
by means of this manner of connection, so that the hybrid power
system operates in a start/stop mode. In this mode, the state of
the clutch may be closed or frictional sliding. Subsequently, the
vehicle can enter the hybrid power mode or the pure internal
combustion engine drive mode (turning off the electric motor).
According to another embodiment of the present disclosure, when the
clutch is in an open state, the first synchronizer is in a closed
state and the second synchronizer is in an open state, then the CVT
is disabled, and the hybrid power system is in the state in which
the output shaft of the internal combustion engine is connected to
the electric motor shaft but not via the CVT.
In this connection situation, if the electric motor has not been
started, then the hybrid power system outputs a driving force
directly by means of the internal combustion engine, not via the
CVT, thereby operating in a pure internal combustion engine drive
mode. This mode is comparatively suited to situations in which the
vehicle is running at high speed and a rotation speed of the
internal combustion engine is in a high-efficiency zone. Because
the CVT has low mechanical efficiency and cannot support too great
a torque, the internal combustion engine drives the vehicle by
means of the synchronization apparatus and the clutch, not via the
CVT, thereby increasing the system efficiency. In this connection
situation, the electric motor is started when the internal
combustion engine is running, such that the vehicle runs in the
hybrid power mode, and the electric motor is thereby able to adjust
the operating point of the internal combustion engine. In this
connection situation, when the hybrid power system is stationary,
e.g. parked or stopped, it is possible to make the hybrid power
system operate in the start/stop mode or the charging mode. In the
start/stop mode, the electric motor shaft turns an internal
combustion engine shaft directly or via the connection apparatus,
thereby starting the internal combustion engine. In the charging
mode, the output shaft of the internal combustion engine turns the
electric motor shaft directly or via the connection apparatus,
thereby charging the electric motor.
According to another embodiment of the present disclosure, when the
clutch, the first synchronizer and the second synchronizer are all
in an open state, the internal combustion engine and the CVT are
both disabled, i.e. are not connected into the hybrid power
system.
In this connection situation, the electric motor shaft is connected
to a differential using a gear transmission apparatus, e.g. two
gear pairs, and the hybrid power system can thereby operate in the
pure electric motor drive mode and the energy recovery mode. When
motive power is required, the electric motor drives the running of
the vehicle via the electric motor shaft; when speed reduction or
braking is required, the vehicle wheels drive the rotation of the
electric motor shaft via the differential and the gear transmission
apparatus, thereby generating electricity such that the electric
motor recovers surplus kinetic energy.
BRIEF DESCRIPTION OF THE DRAWINGS
Other features and advantages of the present disclosure can be
obtained through an explanation of embodiments according to the
accompanying drawings below.
The drawings are as follows:
FIG. 1 is a simplified structural diagram of the hybrid power
system according to the present disclosure.
FIG. 2 is an energy flow chart when the hybrid power system is
running in the pure internal combustion engine drive mode via the
CVT.
FIG. 3 is an energy flow chart when the hybrid power system is
running in the pure internal combustion engine drive mode but not
via the CVT.
FIG. 4 is an energy flow chart when the hybrid power system is
running in the pure electric motor drive mode.
FIG. 5 is an energy flow chart when the hybrid power system is
running in the hybrid power mode.
FIG. 6 is an energy flow chart when the hybrid power system is
running in the start/stop mode while stationary.
FIG. 7 is an energy flow chart when the hybrid power system is
running in the start/stop mode while running.
FIG. 8 is an energy flow chart when the hybrid power system is
operating the charging mode.
FIG. 9 is an energy flow chart when the hybrid power system is
running in the energy recovery mode.
FIG. 10 is a schematic diagram of switching between various states
of the hybrid power system according to the present disclosure.
Identical reference labels are used for identical or functionally
identical components of the present disclosure. Additionally, due
to the need for clear display, individual drawings only show those
reference labels which are needed to describe the drawing in
question.
DETAILED DESCRIPTION
As shown in FIG. 1, a hybrid power system according to the present
disclosure mainly comprises a CVT 1, a clutch 2, an internal
combustion engine 4, an electric motor 6, a differential 7 and a
synchronization apparatus 3, 5, wherein the clutch 2 is provided
between the internal combustion engine and the CVT, and the
synchronization apparatus 3, 5 is provided between the internal
combustion engine and the electric motor.
In this embodiment, the synchronization apparatus 3, 5 comprises
two synchronizers A and B and a gear connection apparatus 8. The
synchronizer A is installed between the clutch 2 and the internal
combustion engine, and the synchronizer A can switch between
connecting and disconnecting the gear connection apparatus 8 and an
electric motor shaft; the other synchronizer B is installed between
the CVT and the electric motor 6, and the other synchronizer B can
switch between connecting and disconnecting a CVT output shaft and
the electric motor shaft.
In this embodiment, the hybrid power system need only open/close
the synchronization apparatus and the clutch in order to simply and
smoothly switch between a pure internal combustion engine drive
mode, a pure electric motor drive mode, a hybrid power mode, an
internal combustion engine start/stop mode, a charging mode and an
energy recovery mode.
FIG. 2 shows an energy flow chart when a vehicle is running in the
pure internal combustion engine drive mode via the CVT. At this
time, the vehicle has just started or is running at low speed. In
such a situation, the clutch 2 is closed, and the synchronizer A is
open, therefore an output shaft of the internal combustion engine
is connected to an input shaft of the CVT; the synchronizer B is
closed, and the output shaft of the CVT is connected to the
electric motor shaft. At this time, the electric motor 6 has not
been started, and the system relies only on the internal combustion
engine to drive the vehicle via the CVT 1.
FIG. 3 shows an energy flow chart when the vehicle is running in
the pure internal combustion engine drive mode but not via the CVT;
at this time, the vehicle is running at high speed, and a rotation
speed of the internal combustion engine is in a high-efficiency
zone. In such a situation, the clutch 2 is opened, and the
synchronizer A is closed, therefore the output shaft of the
internal combustion engine is connected to the gear connection
apparatus 8; the synchronizer B is open, the output shaft of the
CVT is disconnected from the electric motor shaft, and the gear
connection apparatus 8 is connected to the electric motor shaft. At
this time, the electric motor 6 has not been started, and the
system relies only on the internal combustion engine to drive the
vehicle directly, not via the CVT.
FIG. 4 shows an energy flow chart when the vehicle is running in
the pure electric motor drive mode; at this time, the clutch 2, the
synchronizer A and the synchronizer B are all opened, and only the
electric motor 6 is relied upon to drive the vehicle.
FIG. 5 shows an energy flow chart when the vehicle is running in
the hybrid power mode. In the two drawings (the left drawing and
the right drawing) shown in FIG. 5, the connection arrangements of
the clutch and the synchronizers A and B are the same as those
shown in FIGS. 2 and 3 respectively. The difference is that: in
both situations shown in FIG. 5, the electric motor has been
started. Thus, the system requires the internal combustion engine
and the electric motor to operate together in order to drive the
vehicle, either via or not via the CVT. Due to the fact that the
output shaft of the internal combustion engine is connected to the
electric motor shaft via the CVT or not via the CVT, the electric
motor can adjust an output torque of the internal combustion
engine, i.e. can adjust an operating point of the internal
combustion engine, such that the internal combustion engine is in a
better efficiency interval.
FIG. 6 shows an energy flow chart when the vehicle is running in
the start/stop mode while stationary. In such a situation, the
vehicle is in a stationary state, the internal combustion engine 4
has not been started, the clutch 2 is opened, the synchronizer A is
closed and the other synchronizer B is opened, i.e. the electric
motor shaft is connected to an internal combustion engine shaft via
the gear connection apparatus 8. The electric motor starts, and
then starts the internal combustion engine by connecting and
driving the internal combustion engine shaft. Thus, in this mode,
the internal combustion engine can be started by means of the
electric motor.
FIG. 7 shows an energy flow chart of another situation when the
vehicle is running in the start/stop mode while running. In such a
situation, for example a situation where a motor vehicle is started
and, in an initial stage, driven by the electric motor, the vehicle
is in a running state, and the internal combustion engine 4 has not
operated; at this time, the clutch is put into a frictional sliding
or closed state, the synchronizer A is open and the other
synchronizer B is closed, i.e. the electric motor shaft is
connected to the internal combustion engine shaft via the CVT and
the clutch, and the electric motor shaft is at this time also
connected to the differential via a gear pair. Thus, the electric
motor starts the internal combustion engine, and the vehicle can
then enter the hybrid power mode or the pure internal combustion
engine drive mode (turning the electric motor on/off).
FIG. 8 shows an energy flow chart when the vehicle is operating in
the charging mode. In such a situation, the vehicle is in a
stationary state, the clutch is opened, the synchronizer A is
closed and the other synchronizer B is opened, i.e. the output
shaft of the internal combustion engine is connected to the
electric motor shaft via the gear connection apparatus. Thus, the
internal combustion engine shaft turns the electric motor shaft, so
that the electric motor is charged.
FIG. 9 shows an energy flow chart when the vehicle is running in
the energy recovery mode. In such a situation, the vehicle is in a
speed-reduction or braking state; the clutch 2, the synchronizer A
and the other synchronizer B are all opened, such that the
differential is connected to the electric motor shaft via the gear
pair. The vehicle wheels drive the electric motor shaft via the
differential, thereby converting surplus kinetic energy of the
vehicle into electrical energy, for storage in an electric
machine.
FIG. 10 shows a schematic diagram of switching among various states
of the hybrid system according to the present disclosure. With the
internal combustion engine (ICE) turned off, the vehicle can be
started by the electric motor from a stationary state, and at a low
speed is driven by the electric motor alone (at this time, the
clutch and the synchronizers are all opened); subsequently, the
clutch is closed or put into a frictional sliding state, the
synchronizer A is opened and the synchronizer B is closed, and the
electric motor can start the internal combustion engine via the
CVT. Thus, the vehicle enters the hybrid power mode. In this mode,
the electric motor can adjust the operating point of the internal
combustion engine via the CVT, such that the internal combustion
engine is in a higher-efficiency interval. When the vehicle enters
a high-speed state or the rotation speed enters the high-efficiency
zone, the CVT is disabled by opening the clutch, closing the
synchronizer A and opening the synchronizer B, so that the internal
combustion engine is connected to the electric motor shaft via the
connection apparatus, and the vehicle runs by means of the internal
combustion engine and the electric motor, not via the CVT. In this
mode, the electric motor can still adjust the operating point of
the internal combustion engine via the connection apparatus. If the
electric motor is turned off at this time, then the vehicle will
run in the pure internal combustion engine drive mode. When the
vehicle needs to reduce its speed or brake, the clutch and the
synchronizers are all opened; the vehicle wheels can turn the
electric motor shaft via the differential and the gear pair,
thereby causing the electric motor to generate electricity,
converting surplus kinetic energy into electrical energy, and
realizing the energy recovery mode.
Although possible embodiments have been described demonstratively
in the description above, it should be understood that variations
still exist through all combinations of embodiments and technical
features which are already known and additionally those which would
readily occur to those skilled in the art. In addition, it should
also be understood that a demonstrative embodiment merely serves as
an example, and such an embodiment does not restrict the scope of
protection, application and construction of the present disclosure
in any way. Through the description above, it is more the case that
a form of technical guidance for converting at least one
demonstrative embodiment is provided to those skilled in the art,
wherein as long as the scope of protection of the claims is not
departed from, it is possible to make various changes, especially
changes relating to the function and structure of the components.
For example, in the embodiments above, the synchronization
apparatus includes the two synchronizers and the connection
apparatus is connected to the synchronizer A, but this is merely an
example; those skilled in the art will realize that all
synchronization apparatuses may be considered as long as they are
capable of realizing the function of connecting and disabling the
CVT. For example, the synchronizer B connects the CVT output shaft
to the electric motor shaft via the connection apparatus, or the
synchronizer A connects the output shaft of the internal combustion
engine to the electric motor shaft via a first connection apparatus
and the synchronizer B connects the CVT output shaft to the
electric motor shaft via a second connection apparatus; all are
also included in the scope of the present disclosure.
In the description of the present disclosure, it must be understood
that orientations or positional relationships indicated by the
terms "upper", "lower", "front", "rear", "left", "right",
"horizontal", "inner" and "outer" etc. are based on the
orientations or positional relationships shown in the drawings, and
are merely intended to facilitate the description of the present
disclosure and simplify description; they do not indicate or imply
that the apparatus or element referred to must have a specific
orientation or be constructed and operated in a specific
orientation, and therefore must not be interpreted as limiting the
present disclosure. In addition, the terms "first", "second" etc.
are merely used for descriptive purposes and must not be
interpreted as indicating or implying relative importance or
implicitly showing the quantity of the indicated technical feature.
In the description of the present disclosure, the meaning of
"multiple" is two or more, unless otherwise defined clearly and
specifically.
REFERENCE LABELS
1 CVT (continuously variable transmission) 2 clutch 3
synchronization apparatus 4 internal combustion engine 5
synchronization apparatus 6 electric motor 7 differential 8 gear
connection apparatus A synchronizer B synchronizer
* * * * *